Panel arrangement for an interior lining of a passenger cabin in an aircraft

ABSTRACT

The invention relates to an arrangement for lining the interior of a passenger vehicle such as an airplane including a honeycomb formation of several honeycombs arranged side by side. At its end, the honeycomb body is supported by a cover layer supported above and below the honeycomb formation such that by means of two cover layers glued onto the honeycomb formation, a layer design of the honeycomb paneling is created, which layer design is arranged so as to extend parallel to the outer skin of the aircraft and follow the curvature of the outer skin. The honeycomb formation used is made of paper or aramide honeycombs or of a mixed combination of both honeycomb types; on whose cross section of the honeycomb body a CFK cover layer is positioned to both ends of the honeycomb bodies. As an alternative, further CFK insulation layers are glued onto the outer surface of the respective cover layer supported above and below the honeycomb formation, which cover layers comprise a CFK or GFK. Moreover, the layer design of the honeycomb paneling may comprise further honeycomb formations which are additionally stacked on and glued to the honeycomb formation used.

FIELD OF THE INVENTION

The field relates to an interior paneling or interior trim of a vehicle.In particular, the field relates to an arrangement for an interiorpaneling, interior trim or lining of a cabin of an aircraft.

BACKGROUND OF THE INVENTION

From the field of aircraft engineering, largely combustible interiorpanelling is known with which the aircraft fuselage structure is linednear the outer skin of the fuselage. In this arrangement, in a spaceenclosed by the outer skin and the interior panelling, an insulationsystem may be installed which is arranged close to said outer skin, asshown in the enclosed FIG. 1.

The printed publication WO 00/75012 A1 discloses an aircraft fuselageinsulation which is stated to be “fire-resistant”. This printedpublication discloses an insulation package which is arranged as primaryinsulation within a space situated between the interior panelling of thefuselage and the outer skin of the fuselage. In this arrangement thatinsulation package is protected in regions by a foil made of afire-blocking material, wherein this foil region which acts in afire-blocking way directly faces the outer skin of the fuselage (in themanner of a protective shield against fire). Furthermore, the printedpublication proposes corresponding attachment elements for attaching thefuselage insulation, which elements mostly comprise polymers, forexample, a. In one example, the plastic is a polyamide.

However, in relation to the application of such insulation systems (inaircraft), as far as the type of attachment and design of an insulationpackage used for insulating the fuselage, and as far as the interiorpanelling (inner panels), which is stated to be a fire-blockingmaterial, are concerned, it is believed that no important improvementscan be detected from the WO 00/75012 A1 with which, in a catastrophicfire, the spread of fire through the aircraft fuselage insulation andthrough the interior panelling of the aircraft would not only beretarded (impeded) but completely prevented.

SUMMARY OF THE INVENTION

According to an exemplary embodiment, an arrangement of an interiorpanel of an aircraft passenger cabin is provided, with which a spaceenclosed by the interior panelling and an outer skin of an aircraft issubstantially filled.

Such arrangement may provide protection against unforeseen firesituations, in which arrangement the interior panelling may comprisehoneycomb panelling made up of a honeycomb formation of severalhoneycombs arranged side by side.

A honeycomb body on the end of the cross section of the honeycomb bodymay be supported by and/or glued to a cover layer supported above andbelow the honeycomb formation such that by means of a top-supportedcover layer facing the passenger cabin, and a bottom-supported coverlayer facing a space, and a honeycomb body sandwiched between the twocover layers, a layer design of the honeycomb panelling is created,which layer design may be arranged so as to extend substantiallyparallel to the outer skin and follow the curvature of the outer skin.This combination may comprise the following characteristics, accordingto which the honeycomb formation used may be made of paper- or aramidehoneycombs or of a mixed combination of both honeycomb types, on whosecross section of the honeycomb body to both ends of the honeycomb bodiesa CFK cover layer may be positioned, and/or further CFK insulationlayers may be glued to the outer surface of the respective cover layersupported above and below the honeycomb formation.

The cover layer may comprise a CFK or GFK; and/or the layer design ofthe honeycomb panelling may comprise further honeycomb formations whichmay be additionally stacked on and glued to the honeycomb formationused.

It is believed that an exemplary embodiment of the present invention mayprovide for an improved arrangement for the interior panelling of avehicle such as an aircraft, with which interior panelling the fuselagestructure, which is situated in close proximity to the outer skin, isalmost entirely lined, to such an extent that with it the flames of aseat of fire acting from outside the aircraft environment are largelyprevented from entering the cabin space of the aircraft. The design ofthe interior panelling and an insulation package attached to it arebelieved to be suitable for implementing an increase in the fireprotection safety of separated interior regions that are situated near astructural outer skin.

The arrangement according to an exemplary embodiment is believed toprevent the spread of flames acting from outside the aircraftenvironment, of a source of fire, from penetrating the interiorpanelling, wherein the design of the interior panelling and theattachment of an insulation package to the interior panelling isimplemented in such a way that the cabin region of the aircraft isprotected against fire spreading from outside the aircraft environment,and evacuation of the passengers from the vehicle is clearlyfacilitated.

It is believed that passenger cabins of an aircraft, for example ofcommercial plane of the type “Boeing” or “Airbus”, may thus beconstructed so that they are even better protected against firespreading from outside the aircraft surroundings, as can happen in acatastrophe in the case of an aircraft that has made an emergencylanding or my withstand such fire for an extended time.

SHORT DESCRIPTION OF THE DRAWINGS

An exemplary embodiment of the invention is described in more detailwith reference to the enclosed drawings. The following are shown:

FIG. 1 the arrangement of conventional interior panelling of acommercial plane near the outer skin of the fuselage without showing theinstalled fuselage insulation;

FIG. 2 conventional fuselage insulation in a commercial plane;

FIG. 3 a (so-called) post-crash fire scenario relating to an aircraftthat has made an emergency landing;

FIG. 4 the conventional layer design of interior panelling (comprising apaper honeycomb structure), which interior panelling (honeycombpanelling) is not burn-through proof;

FIG. 5 the layer design of interior panelling (comprising a paperhoneycomb structure), which interior panelling (honeycomb panelling) isbelieved to be burn-through proof or is believed to have improvedburn-through characteristics;

FIG. 6 the layer design of interior panelling (comprising an aramidehoneycomb structure), which interior panelling (honeycomb panelling) isbelieved to be burn-through proof or is believed to have improvedburn-through characteristics;

FIG. 7 a top view of a honeycomb formation, comprising paper honeycomb,of a layer design of FIG. 4;

FIG. 8 the layer design of FIG. 4 (modified by comprising aburn-through-proof enclosing foil;

FIG. 9 the layer design of FIG. 5, expanded by an additional layerdesign of the same type, of interior panelling (comprising a paperhoneycomb structure), which interior panelling (honeycomb panelling) isbelieved to be burn-through proof or is believed to have improvedburn-through characteristics;

FIG. 9 a the layer design of FIG. 4 modified by comprising aburn-through-proof barrier layer;

FIG. 9 b the layer design of FIG. 5 (modified by comprising twoburn-through-proof barrier layers; and

FIG. 10 the layer design of burn-through-proof interior panelling(honeycomb panelling with a paper honeycomb structure) including aburn-through-proof insulation package attached to the interiorpanelling.

DETAILED DESCRIPTION OF EXEMPLARY EMBODIMENTS

A cabin panelling may be installed which encloses the aircraft cabinalmost entirely. During a fire (e.g. a so-called “post-crash firescenario”; e.g. FIG. 3), due to previous damage or burning-through(melting-through) of the metal outer skin, flames may act on theinterior panelling. Thus in the case of a fire associated with anaircraft that has made an emergency landing and is situated on theground, (ignited) burning kerosene leaking from said aircraft may causeboth the aluminium cell of the aircraft structure and the interiorinsulation to burn through or burn down. Respective burn-through testson aircraft fuselage structures have shown that within a timeframe ofninety seconds, both the aluminium outer skin (fuselage structure) of apassenger aircraft and the interior insulation (including the interiorpanelling) may burn through to such an extent that flashbacks into theinterior of the passenger cabin may occur. These collected results showthat evacuation of all injured and uninjured persons (passengers andaircrew) from the affected aircraft, or intervention by rescue teams ofthe fire brigade and medical first aid may be simplified or improved ifthe vehicle's cabin is provided with an improved insulation system,cladding, lining or panelling.

There are insulation systems which essentially substantially comprises acore material which is embedded in an insulation package, wherein theinsulation package is enclosed by a plastic foil.

A core- and insulation material that may be used comprises products ofthe fiber industry, of which products in particular glass fibermaterials (glass wool) are in widespread use. This material meets therequirements regarding thermal and acoustic insulation to a very largeextent. In order to install (attach) the relatively amorphoussemi-finished products to (or near) the aircraft fuselage structure, theinsulation package (which is made from these semi-finished products) isenclosed in an enclosing foil. As far as the application of suchinsulation systems in aircraft engineering is concerned, there are thefollowing disadvantages: insulation systems, which comprise glass wooland single plastic foils are assumed to provide a burn-through time ofless than sixty seconds which may be sufficient in some cases and whichmay be sufficient. In an assumed case of a fire, for example associatedwith an aircraft on the ground which has made an emergency landing,which case is shown in the enclosed FIG. 2 (thus) the so-calledpost-crash fire scenario, burning kerosene may eventually may cause thealuminium cell of the aircraft structure and also the fuselageinsulation (interior insulation) of the aircraft to burn through. Theremay be a desire to extend the burn through time.

Also, it may be desirable that aircraft components are prevented fromfalling to the floor and endanger the intended evacuation during a fireincident.

FIG. 1 shows a cross section of part of a fuselage of a passengeraircraft. It shows the arrangement of interior panelling 20, which isprimarily honeycomb panelling 22.

This arrangement, shows that the interior panelling 20 is arranged closeto the outer skin 33 of the (inner) fuselage structure, which in theinstalled state together with the outer skin 33 encloses a space 19within which the fuselage insulation (not shown in FIG. 1) is installed.The further components and elements of the interior outfit and thefuselage structure, which are shown in FIG. 1 and are integrated in anaircraft passenger cabin 21 (as shown in FIG. 1), are not shown for thesake of simplification.

The above-mentioned fuselage insulation is shown in FIG. 2.

Apart from meeting the actual insulation objectives, said insulation isalso to provide protection in those fire situations which unexpectedlyoccur when an aircraft has made an emergency landing and is situated onthe ground, wherein leaking kerosene unexpectedly ignites, wherein theflames of said fire will lick against the aluminium outer skin and thusagainst the fuselage insulation. FIG. 3 shows such a situation whichwill be described in detail below.

For greater ease of understanding FIG. 2, it should be mentioned by wayof an introduction—due to the overview provided—that the structural unitof the aircraft fuselage not only comprises stringers 31 with which allthe panels of an outer skin 33 of an aircraft (fuselage) structure 8 arestiffened, but also comprises several ribs 32 which are arrangedsubstantially perpendicular to the longitudinal axis 9 of the aircraft(approximately) at a distance c, and are attached to the stringer 31.Integrated in these ribs 32, on the unattached end is a (so-called) ribcarrier 40 which continues on substantially parallel to the longitudinalaxis 9 of the aircraft, wherein the (unattached free) end of the ribcarrier 40 (according to this embodiment) is angled substantiallyperpendicular to the longitudinal axis 9 of the aircraft.

FIG. 2 shows the position of an insulation package 3 (with generalreference characters) (of the fuselage insulation) on the (near) outerskin 33 of the aircraft. In each instance this insulation package 3conventionally comprises a field insulation package 17 and a ribinsulation package 16, which in the way are both installed separatelyand are attached near the outer skin 33 or are attached so as to restagainst a stringer support surface 31 a of the stringer 31 (i.e. in adefined structural zone of the aircraft fuselage structure).

FIG. 2 thus shows that a field insulation package 17 has been placedbetween the (two) ribs 32, spaced apart at a distance c, near (restingagainst) an inner area of a panel of the outer skin of the outer skin33. Furthermore, a rib insulation package 16 has been placed onto therib carrier 40, wherein said rib insulation package 16 is guided so asto be resting on both sides against the longitudinal sides 41 of theribs. When viewed from the side as shown in FIG. 3, the rib insulationpackage 16 is guided not only on the so-called front longitudinal side41 (the right-hand side) of the rib but also on the so-called rearlongitudinal side 41 (the left-hand side) of the rib.

These two insulation packages are completely enclosed by a combustibleplastic foil. They are arranged within that space 19 (shown in FIG. 1)which is constituted by the (traditionally installed) interior panelling20 of the aircraft and the panelling of the outer skin 33.

In order to illustrate the situations focused at and believed to beimproved in accordance with the present invention, and to furtherexplain an increase in fire protection safety by partitioning offspaces, which spaces include a space 19 enclosed by the outer skin 33and by interior panelling 19 of the aircraft cabin 21, said space 19being arranged substantially parallel at a defined distance(transversely to the longitudinal axis of the fuselage 9), (withreference to FIG. 3) a “fire situation” involving an aircraft after anemergency landing will be described in the following which is believedto allow a better understanding of the measures and features of thepresent invention. If, in the context of such a (hypothetical) firesituation, referred to as a “post-crash fire scenario” 7, one considersthat an emergency situation for passengers and the aircrew will resultin a fire in the fuselage, i.e. in the interior of the cabin in the caseof an aircraft structure 8 (damaged from the outside) (with a defectiveouter skin 33) following external mechanical action and a resulting fireacting on the shown aircraft regions due to spillage and ignition ofkerosene, then it becomes clear that fire-protection measures have to beprovided if the (possibly injured) passengers and flight crew are all asquickly as possible to be evacuated from the passenger area or cabinarea to the outside of the aircraft by way of the emergency slide, i.e.,within sufficient time.

Below, respective improvements and exemplary embodiments of the presentinvention are described with reference to FIGS. 5 to 10.

In order to provide better fire protection safety for separated interiorspace regions (cabin regions), for example of a passenger aircraft,which interior space regions are situated near the outer skin 33 of theaircraft fuselage, it should be mentioned at this point, in anticipationof FIG. 10, that with a burn-through-proof foil 11 made of a fireprooffoil material (as disclosed therein) it is certainly possible to provideeffective preventative fire protection to the interior panelling 20, inthis case to the interior of an aircraft passenger-cabin 21, against anyfire occurring.

This foil 11 will completely enclose a so-called insulation package 55(fuselage insulation package), which for example results from theintegration of a field insulation package 17 and a rib insulationpackage 18, which (in a way different to the situation in FIG. 2) arenow combined as a package, which insulation package 55 is used forinsulating the interior of a fuselage in line with the hitherto appliedinstallation technology (installed so as to be supported by the stringerand resting against the ribs and installed near the outer skin 33).Advantageously, the paper honeycomb architecture of the insulationpackage 55 (fuselage insulation package), from a burn-through-proofbarrier layer 58, will extend within the package cross section (thecross section of the insulation) right up to the foil margins, whichbarrier layer should comprise a material which is highly fireproof, withsaid material being sufficiently resistant and/or insensitive to anyfire that might occur, and which barrier layer extends withoutinterruption along the stretched length of the package.

As an alternative it would be imaginable that instead of the paperhoneycomb 27 of the fuselage insulation package (as shown in FIG. 10)aramide honeycombs 28 (Nomex honeycombs) be used, in which case thearrangement of said barrier layer 58 would not be necessary. The foilenclosure with the proposed burn-through-proof foil 11, which maycomprise a flame-rejecting foil material of considerable andlong-lasting fireproofness which is resistant and/or insensitive to fireand which prevents any burning-through of the foil wall as a result ofthe influence of the flaming fire even during prolonged action on thesurface area of the foil and prevents the flames licking towards thefoil wall area, with the use of aramide honeycombs or some othersuitable burn-through-proof honeycomb material as an insulation corematerial will not always provide the benchmark for expedientimplementation of preventative fire protection on the insulation packet55 (fuselage insulation packet), it will however make a considerablecontribution to provide such fire protection.

In addition, the insulation package 55 may comprise a hole-likeleadthrough 60 which is substantially congruent with a threaded drillhole 59 drilled in a cover layer 30 b (as shown in FIGS. 5 to 10)arranged in the insulation core material, provided the insulationpackage 55 is arranged on the bottom-supported outer surface of thiscover layer 30 b or is aligned with a CFK-insulation layer 45 (possiblysupported by said cover layer 30 b. The insulation package 55 isattached with a burn-through-proof connection element 61, which forexample comprises a polymer of poor thermal conductivity of sufficientstrength, or at least comprises such an enclosure, to saidbottom-supported GFK cover layer 30 b, which connection element 61 isfed through the hole-like leadthrough 60 and can be screwed into thethreaded drill hole 59. With this connection element, the presentedinsulation package 55 will be attached to the interior panelling 20 orto the honeycomb panelling 22 of the interior panelling 20, which willbe discussed in detail below.

By providing the proposed foil material of the fuselage insulationpackage 19 on its own, it will not be possible (it is believed to not bepossible) to counter the impending hazards in a (non-foreseeable andnon-desired) case of a catastrophic fire involving an aircraft—forwhatever reasons—in order to ward off the threatening hazards of acatastrophic fire. At least one cannot depend on this measure alone ifone wishes to implement comprehensive preventative fire protection inthe cabin region of an aircraft passenger cabin 21.

For this reason, the above-mentioned average person skilled in the art,who knows the state of the art as mentioned in the introduction, thanksto his/her creativity will seek further solutions in order to improvethe interior space panelling from the point of view of fire protection.

Below, respective solutions (exemplary embodiments) for creatingburn-through-proof interior space panels 20 as shown in FIGS. 5 to (9 aand) 9 b are proposed to said average person skilled in the art, whichsolutions, apart from the foil package 55 (attached to the honeycombpanelling 22), said person, since (during a simulated emergency) s/hecannot and will not solely depend on the burn-through-proof foil package55, will want to principally incorporate into his/her furtherconsiderations for implementing preventative fire protection.

FIG. 4 shows a (so-called first) honeycomb formation 46 which may beused in the production of honeycomb panels 22 for aircraft construction.The honeycomb formation 46 integrates several paper honeycombs 27,arranged side by side, which (as shown in FIG. 7) are attached (glued)to each other along the circumference. The design of those honeycombpanels 22 is supplemented by (at least) two cover layers 30 a, 30 b,wherein in each instance one cover layer 30 a or 30 b is placed onto thecross section of the honeycomb body 27 (made of paper) and onto bothends of the bodies of the honeycombs, and at the location (shown by anarrow) of a point of adhesive bond 54 is attached to the honeycomb body27. These cover layers 30 a, 30 b may comprise a combustible GFKmaterial which while satisfying the hitherto specified parameters(strength, noise reduction etc.) has neither fire-blocking norburn-through-proof qualities. Therefore, honeycomb panelling comprisingpanel-shaped GFK cover layers 44 and a honeycomb formation 46 of severalhoneycomb bodies 27 will provide for a fire protection which, however,may be further improved as will be described in the following.

In contrast to the above, honeycomb panelling 22 which has beenimplemented as shown in FIG. 5 will provide for further improved fireprotection parameters. If the GFK cover layers 44 used in theconstruction of honeycomb panelling 22 according to FIG. 4 are replacedby CFK cover layers 43, one arrives at the proposed solution accordingto FIG. 5. This solution takes into account that a CFK cover layer 43(in the same way as the honeycomb formation 48 made of paper honeycombs27) on both sides of the honeycomb body 23 at the end 42 of thehoneycomb body rests against the cross section 29 of the honeycomb bodyand is glued onto the paper honeycombs 27.

As an alternative, honeycomb panelling 22 is proposed which takes intoaccount the exchange of the (first) honeycomb formation 46, integratedfrom several paper honeycombs 27, as shown in FIG. 4, by a honeycombformation 46 a, integrated from aramide honeycombs 28, as shown in FIG.6.

Honeycomb panelling 22 designed in such a way will also be expedient forimplementing preventative fire protection.

FIG. 7 shows the (previously mentioned) honeycomb formation 46 of thehoneycomb panelling 22 shown in FIG. 4. This top view clearly shows thehoneycomb bodies 23 of a honeycomb body arrangement implemented with theuse of paper honeycombs 27. Also shown are the honeycomb body crosssection 29 of said arrangement, which cross section is for examplehexagonal, and the end 42 of the honeycomb body of the individual paperhoneycomb 27. To achieve a further increase in theburn-through-proofness of this honeycomb panelling 22, it is imaginablethat instead of the paper honeycombs 27 shown, corresponding aramidehoneycombs 28 are used.

The solution according to FIG. 8 also uses honeycomb panelling 22 asshown in FIG. 4 and in addition a foil 11 which is arranged so as torest flat against the outer surface of a GFK cover layer 44. This foil11 comprises a fireproof foil material which renders the foil 11substantially burn-through proof. This foil 11 is glued onto said outersurface by means of a fireproof adhesive. This provided honeycombpanelling 22 too will meet the requirements for implementing effectivepreventative fire protection in aircraft construction.

An arrangement as shown in FIG. 9 efficiently implements the ability ofhoneycomb panelling 22 which might become exposed to the flames of afire for an extended period of time to not only hinder burn-through ofthe panel body, wherein the latter in the most unfavourable case finally(depending on the intensity of the effect of the flames) after acorresponding period of time will nevertheless burn through, but insteadwill display a burn-through-proof behaviour which will (to the furthestextent possible) entirely preclude flashback through the panel body,provided the installation of said panel body has been carried out in anexpert manner.

Although the production of this burn-through-proof honeycomb panelling20 will involve greater expenditure (concerning the use of materials andlabour), the desired advantages for the intended purpose and use willoutweigh this. This burn-through-proof honeycomb panelling 22 (interiorpanelling 20) is implemented with a first arrangement 50 whichcorresponds to the layer structure as shown in FIG. 5; and a secondarrangement 51 with an identical layer structure (as shown in FIG. 5).

Accordingly, it is proposed that the first arrangement 50 be arrangedwith a top-supported and bottom-supported CFK cover layer 43, eachresting above and below the honeycomb formation 46 (which comprisespaper honeycombs 27), while the second arrangement 51 which has the samelayer design is arranged in a laminar way, adjacent to the former, whoseadjacent CFK cover layers 43 which are a top-supported cover layer 30 a(CFK cover layer 43) of the first arrangement 50, and a bottom-supportedcover layer 30 b (CFK cover layer 43) of the second arrangement 51 orvice versa, are glued together.

Other arrangements (not shown in the Figures) comprising the same layerdesign (as shown in FIG. 5), which are arranged in a laminar way andadjacent to each other in series, up to a final nth arrangement, arealso imaginable (depending on the desired thickness of the integratedhoneycomb panelling 22 (interior panelling 20), wherein the cover layers30 a, 30 b, which are adjacent to each other and lying one on top of theother, are glued. In this arrangement, the top-supported orbottom-supported cover layer 30 a, 30 b of the second arrangement 51, isglued on from the cover layer 30 a, 30 b of the serially followingarrangement. To further improve the burn-through proofness of thatproposed honeycomb panelling construction (those proposed honeycombpanel constructions) as shown in FIG. 9, it is proposed that instead ofhoneycomb formations 46 made with the use of paper honeycombs 27,honeycomb formations with aramide honeycombs 28 (Nomex honeycombs) beused instead and the thickness of the respective honeycomb formation 46[the honeycomb length of the honeycomb bodies 23] (shown in correlationin FIG. 7) and/or that the thickness of the CFK cover layers 43 bevaried.

A further option of increasing burn-through proofness is provided withthe modification of a layer arrangement as shown in FIG. 5, whosehoneycomb panel construction is implemented as shown in FIG. 9 b withfour honeycomb formations 46, 47, 48, 62 which are arranged in a laminarway side by side, whose adjacent ends 42 of the honeycomb body face eachother.

FIG. 9 a also shows such honeycomb panelling 22 which comprises twohoneycomb formations 46, 47 with paper honeycombs 27. This arrangementcomprises two honeycomb formations 46, 47 sandwiched between aburn-through-proof barrier layer 58. The barrier layer 58 comprises amaterial of a high fireproofness, which material is adequately resistantto and/or insensitive to fire. In this arrangement, this barrier layeris positioned adjacent to the body ends of the paper honeycombs 27,sandwiched between a first and a second honeycomb formation 46, 47,where it is immovably glued into place with a (previously mentioned)adhesive. The GFK cover layers 44 which adjoin the other side of theends of the bodies of the paper honeycombs 27 too are glued on with thesame adhesive.

Returning to the arrangement according to FIG. 9 b it should also beadded that those four honeycomb formations 46, 47, 48, 62 which comprisepaper honeycombs 27 also comprise a barrier layer 49, 52, 53, as shownin FIG. 9, sandwiched between the adjacent honeycomb formations 46, 47or 47, 48 or 48, 62. These barrier layers 49, 52, 53 are also attachedin the way shown in FIG. 9 a. In addition, a CFK cover layer 43 ispositioned against the outer honeycomb formations 46 and 62 adjacent tothe (hitherto) un-glued ends of the honeycomb bodies of the paperhoneycombs 27, with said CFK cover layer being attached to the paperhoneycombs 27 by gluing.

Accordingly, (as shown in FIG. 9 b) the construction of the honeycombpanelling 22, apart from the first (used) CFK barrier layer 49, isadditionally supplemented by a second CFK barrier layer 52 as well as bya third CFK barrier layer 53, wherein the stated outer honeycombformations 46, 62 are facing towards the inner surface (pointed in thedirection of the respective end of the paper honeycomb body) of therespective cover layer 30 a, 30 b and towards the paper honeycombs 27,supported and glued to the latter.

In this arrangement the first and second CFK barrier layer 49, 52 andthe third CFK barrier layer 53 are a thick or thin CFK barrier layer. Ifpossible at least one of the three CFK cover layers 49, 52, 53 is thin,wherein the thin CFK barrier layers 49, 52, 53 are made from aburn-through-proof plastic foil. With a view to improving the desiredburn-through-proofness of this honeycomb panelling 22, at least onethick CFK barrier layer 53 should be arranged close to the CFK coverlayers 43, wherein during installation of the honeycomb panelling itmust be ensured that this CFK barrier layer 62 is installed closer tothe outer skin 33 (than are the two other CFK barrier layers 49, 52).

Returning to the first explained solution shown in FIG. 10, it should beadded that this solution uses honeycomb panelling 22 as shown in FIG. 4,at whose bottom-supported cover layer 30 b, which faces the space 19 andthus the outer skin 33 of the aircraft, panel-shaped insulation 56 isarranged, which comprises a burn-through-proof material, for example aCFK material, and is positioned so as to rest flat against said coverlayer 30 b. Said elongated insulation package 55, which is completelyenclosed by the burn-through-proof foil 11, is adjacent to thisinsulation 56. The bottom-supported GFK cover layer 30 b, and ifapplicable also a burn-through-proof CFK insulation layer (not shown inthe Figures), which CFK insulation layer is sandwiched in addition tothe insulation 56 and the foil 11 and which is glued to the insulation56 or to the outer foil surface of the foil 11, comprises/comprise athreaded drill hole 59 which extends substantially perpendicularly tothe surface of this GFK cover layer 30 b. Furthermore, the insulationpackage 55 comprises a hole-like leadthrough 60 which is substantiallycongruently to the threaded drill hole 59, provided the insulationpackage 55 is arranged on the outer surface of the bottom-supported GFKcover layer 30 b, or the burn-through-proof CFK insulation layer 45.

By means of a burn-through-proof connection element 61, the insulationpackage 55 is attached to said bottom-supported GFK cover layer 30 b,with said connection element 61 being inserted through the hole-likeleadthrough 60 and being screwably attached by rotation in the threadeddrill hole 59.

It should be noted that the application of the present invention is notlimited to the aircraft industry. The fire insulation systems describedabove may also be implemented in any vehicles such as cars or busses,but also for any rooms or spaces requiring such protection.

REFERENCE CHARACTERS

-   1 Insulation material-   2 Enclosing foil-   3 Insulation package-   4 First attachment element; insulation pin-   7 Post-crash fire scenario; fire-   8 Aircraft structure-   9 Longitudinal axis of the aircraft-   11 Burn-through-proof foil-   12-   13 Second attachment element, truncated-cone body-   15-   17 Field insulation package-   18 Rib insulation package-   19 Space-   20 Interior panelling-   21 Aircraft passenger cabin-   22 Honeycomb panelling-   23 Honeycomb body-   24 Through hole; drill hole-   25 First honeycomb panel-   26 Second honeycomb panel-   27 Paper honeycomb-   28 Aramide honeycomb (Nomex honeycomb)-   29 Cross section of the honeycomb body-   30 Cover layer-   30 a Cover layer, top supported (facing the passenger cabin 21)-   30 b Cover layer, bottom supported (facing the outer skin 33)-   31 Stringer-   31 a Stringer support area-   32 Rib-   32 a First rib-   32 b Second rib-   33 Outer skin-   33 a Inner area (of a panel of the outer skin 33)-   40 Rib carrier-   40 a End (of the rib carrier 40)-   41 Longitudinal side of the rib-   42 End of the honeycomb body-   43 CFK cover layer-   44 GFK cover layer-   45 CFK insulation layer-   46 First honeycomb formation—with paper honeycombs 27-   46 a Honeycomb formation—with aramide honeycombs 28-   47 Second honeycomb formation-   48 Third honeycomb formation-   49 First CFK barrier layer-   50 First arrangement-   51 Second arrangement-   52 Second CFK barrier layer-   53 Third CFK barrier layer-   54 Point of adhesive bond-   55 Insulation package-   56 Burn-through-proof insulation-   57 Non-burn-through-proof insulation-   58 Barrier layer, burn-through-proof-   59 Threaded drill hole-   60 Leadthrough, hole-like-   61 Connection element, burn-through-proof-   62 Fourth honeycomb formation-   c Spacing (between the ribs 32 a, 32 b)

1. An interior panel of an aircraft passenger cabin, with which an outer skin of an aircraft is filled; which arrangement will provide protection against fire, the interior panel comprising: honeycomb panelling, wherein the honeycomb panelling comprises: at least two layers of a honeycomb body formation each of the at least two layers of the honeycomb body formation being made of a plurality of honeycomb cells arranged side by side, each of the at least two layers of the honeycomb body formation having an end of a cross section of the honeycomb body supported by and adhered to a cover layer such that the honeycomb panelling is formed of the at least two layers of the honeycomb body formation sandwiched between a top-supported cover layer facing the passenger cabin, and a bottom-supported cover layer facing a space on a side opposite to the passenger cabin, and the honeycomb panelling extends with the outer skin of the aircraft to follow the curvature of the outer skin, and each of the at least two layers of the honeycomb body formation is made of a paper or an aramid or a combination thereof and the bottom-supported cover layer or the top-supported cover layer or both are made of at least one carbon fiber reinforced plastics composite (CFK) layer or at least one glass fiber reinforced plastics composite (GFK) layer or both; a burn-through-proof foil arranged such that the burn-through-proof foil conforms to an outer surface of the bottom-supported cover layer facing the space, wherein the burn-through proof foil is the outermost layer of the interior panel facing the outer skin of the aircraft.
 2. The interior panel of claim 1, wherein at least one of the at least two layers of the honeycomb body formation is made of paper.
 3. The interior panel of claim 1, wherein an inner cover layer adhered to the opposite end of the cross section of each of the at least two honeycomb body formations is made of carbon fiber reinforced plastics such that the at least two layers of the honeycomb body formation adhesively sandwiches the respective inner cover layers between the at least two layers of the honeycomb body formation forming the at least one burn-through-proof barrier layer.
 4. The interior panel of claim 3, wherein the honeycomb panelling includes more than two of the at least two layers of the honeycomb body formation, each of the more than two of the at least two layers adhesively sandwiching the respective inner cover layers made of carbon fiber reinforced plastics between adjacent ones of the more than two of the at least two layers in series, wherein two of the inner cover layers which are adjacent to each other and lying one on top of the other are glued one to the other.
 5. The interior panel of claim 1, further comprising at least one burn-through-proof carbon fiber reinforced plastics composite (CFK) barrier layer adhered between the bottom-supported cover layer facing the space and the burn-through-proof foil.
 6. The interior panel of claim 5, wherein the at least one burn-through-proof carbon fiber reinforced plastics composite (CFK) barrier layer comprises a plurality of carbon fiber reinforced plastics composite (CFK) barrier layers.
 7. The interior panel of claim 1, wherein each of the layers of the honeycomb body formation is made of an aramid.
 8. The interior panel of claim 4, wherein each of the at least two cover layers is a carbon fiber reinforced plastics insulation layer.
 9. The interior panel of claim 6, wherein at least one of the plurality of carbon fiber reinforced plastics composite (CFK) barrier layers are of a burn-through-proof plastic foil.
 10. The interior panel of claim 1, wherein an adhesive bond between each of the at least two layers of the honeycomb body formation and the respective cover layer is implemented using a burn-through-proof adhesive.
 11. The interior panel of claim 10, wherein the adhesive bond is non-detachable and burn-through proof.
 12. The interior panel of claim 1, wherein the burn-through-proof foil completely encloses an insulation package.
 13. The interior panel of claim 12, wherein the bottom-supported cover layer includes a threaded drill hole which extends substantially perpendicularly to the outer surface of the carbon fiber reinforced plastics layer or the glass fiber reinforced plastics layer.
 14. The interior panel of claim 13, wherein the insulation package comprises a hole-like leadthrough extending through a thickness of the insulation package, the hole-like leadthrough being substantially congruently aligned with the threaded drill hole.
 15. The interior panel of claim 14, wherein the insulation package is attached to the bottom-supported cover layer by a burn-through-proof connection element having a threaded end fed through the hole-like leadthrough and screwed into the threaded drill hole.
 16. Insulation system for an outer skin of a vehicle, comprising: a first plurality of honeycomb cells arranged side by side forming a first honeycomb body having a top face, and a second plurality of honeycomb cells arranged side by side forming a second honeycomb body having a bottom face, facing in an opposite direction of the top face of the first honeycomb body, the first honeycomb body being joined to the second honeycomb body by at least two carbon fiber reinforced plastics layers between the first honeycomb body and the second honeycomb body, and a top-supported cover layer glued on the top face for facing an interior of the vehicle and a bottom-supported cover layer glued on the bottom face wherein the first honeycomb body and the second honeycomb body are each comprised of a paper honeycomb or an aramid honeycomb; a carbon fiber reinforced plastics composite (CFK) barrier layer being adhered to the bottom-supported cover layer; and a burn-through-proof plastic foil disposed as the outermost layer on the carbon fiber reinforced plastics composite (CFK) barrier layer, without any intervening metal layers between the burn-through-proof plastic foil and the second honeycomb body.
 17. The insulation system of claim 16, wherein the at least two carbon fiber reinforced plastics layers includes at least one of the at least two carbon fiber reinforced plastics layers being made from a burn-through-proof plastics foil.
 18. The insulation system of claim 16, wherein the top-supported cover layer or the bottom-supported cover layer further comprise: a further carbon fiber reinforced plastics layer, a glass fiber reinforced plastics layer, a further honeycomb body additionally stacked on and glued to the honeycomb body or a combination thereof.
 19. The interior panel of claim 12, wherein the insulation package comprises a burn-through-proof insulation.
 20. The interior panel of claim 12, wherein the insulation package comprises a combustible insulation into which a burn-through-proof barrier layer is integrated within the combustible insulation, the burn-through-proof barrier layer extending completely through the combustible insulation to an exterior circumference of the insulation package completely enclosed by the burn-through-proof foil.
 21. The interior panel of claim 20, wherein the insulation package is attached to the bottom-supported cover layer by a burn-through-proof connection element, the burn-through-proof connection element having a threaded end fed through a hole-like leadthrough extending through a thickness of the combustible insulation and the burn-through-proof barrier layer, and being screwed into a threaded drill hole in the bottom-supported cover layer facing the space. 